Safety device for aeroplanes



Oct. 4, 1932. TH ET AL 1,881,034

SAFETY DEVICE FOR AEROPLANES Original Filed April 2, 1930 4 Sheets-Sheet l I nvenlor B4 (/4 JM/ 771 By 2mm Attorney.

Oct. 4, 1932. P. SMITH ET AL 1,881,034

SAFETY DEVICE FOR AEROPLANES Original Filed April 2, 1950 4 Sheets-Sheet 2 77 r 2% 27 v 27 a I v Invenlor B401. S/W/f/Y.

By flzmmih A ltorney' Oct. 4, 1932. P. SMITH ET AL 1,881,034

SAFETY DEVICE FOR AEROPLANES Original Filed April 2, 1930 4 Sheets-Sheet 3 In uenlors By 2mm A llomey Oct. 4, 1932. P. SMITH ET AL 1,881,034

SAFETY DEVICE FOR AEROPLANES Original Filed Aprii 2, 1950 4 Sheets-Sheet 4 In ventorS 2401.. 3/ 7/77) FRED 1y M/VAZ g mm A ttorneu ,aoplanex Patented on. 4, 1932 PAUL SMITH AND FRED H. MANN, OF BROOKLYN, NEW YORK SAFETY DEVICE FOR AEROPLANES Application filed April 2, 1930, Serial No. 441,020. Renewed June 10, 1932.

This invention relates to improvements in aeroplanes.

- The primary object of the invention resides E of the air gained by carefully observing and imitating wind positions of birds in flight, and which imparts to an aeroplane a birdlike safety, l Another object of the invention is to pro- ;1 vide. a safety appliance for aeroplanes in which the coeliicientforces and the speed is materially increased due to an additional combination area and reduction of the wing area, which reduction effects a similar reduction in parasite resistance, which is due to a 7 neutral and pressure flow and control of the fiow and down wash developed immediately with the device upon the movement of a plane;

A further object of the invention will permit the construction of larger and stronger aeroplanes with larger and more power units.

,Other objects of the invention are to simplify the operation and the construction of aircraft while increasing the weight, power, and speed; to produce higher forces, better balance and stability conditions and cause a reduction of resistance, and prevent accidents.

invention resides in the-certain novel construction, combination and arrangement of parts, within units of aerodynamics the essential features ofwhich arehereinafter fully described, are particularly pointed out in the appended claims, and are illustrated in the accompanying drawings, in which: Figure 1 is a side elevational View of our invention applied toa Wingless aeroplane.

Figure 2 is afront elevational view of the same. 7, a,

Figure 3 is a top plan'view, v Figured is a front elevational view of our invention:embodied in the wing of a mono- Wlith these and other objects in view, the,

Figure 5 is a vertical sectional view on the line 5-5 of Figure 2.

Figure 6 is a horizontal sectional view on the line 66 of Figure 5.

Figure 7 is a fragmentary horizontal sectional view on the line 7-7 of Figure 5.

Figure 8 is an enlarged detail elevational view showing the manner in which one of the vertical fins is associated with the casing.

Figure 9 is a front elevational View of a monoplane showing our device; associated therewith, but on a plane above an airfoil. V

Figure 10 is a front elevational View of a biplane equipped with our device.

Referring to the drawings by reference characters, the numeral 10 designates our improved safety device in its entirety, two or more of which may be applied to a single aeroplane of any known type, and in Figures 1 to 3, inclusive, we have illustrated the principle as applied to what we term a Wingless plane, while in Figure 4 the devices are shown associated with a monoplane, the same being embodied in the wing thereof. In Figure 9 the devices are shown associated with a plane of the monoplane type, but in this form they are disposed above the airfoil. In Figure 1U we show the device embodied in a biplane, but in all instances, the safety devices are respectively disposed on opposite sides of the longitudinal. axis of the fuselage to impart higher forces a perfect balance and stability condition to the craft. The principle involved in all of the forms shown being the same, it is believed that a description of one of the devices 10 will suffice for the various uses, and therefore like reference characters refer to like parts throughout.

In the preferred embodiment of our invention shown in Figures 1 to 3 inclusive, the numeral 11 designates an aeroplane embodying the usual fuselage 12, landing gear 13, while supported by struts or frame work 14;, are two of our safety devices 10, the same being supported on a level above the plane of the fuselage 12. In this form the two devices 10are respectively disposed on opposite sides of the vertical longitudinal axis of the fuselage so as to impart higher forces, an equal balance and stability to the craft and the two devices coact to take the place of the usual airfoil. 3

Each of the devlces includes a restrlcted casing of any .desired shape in cross sec- .tion', cainloered and streamlined but in this instance, the cross sectional contour is square with the opposed corners ofthe casing invertical and horizontal alinement. The top and bottom sections of the casing 15 are'substan tially parallel and-stagger as shown in Fig ure 5 of the drawings, while the opposed'side sections taper outwardly at the leading edge of the casing, as at 16, and best seen in Fig ure 7 of the drawings,-whilethe said side" sections are cambered outwardly toward the trailing edge so that the casing is provided with a restricted gap/chord ratio 17. The leading edge of the casing staggers-at an angle so that the top sections and the lower sections have'alike gap/chord ratio as shown 1n Flgurev 5.

Extending inwardly from opposite sides of the casing 15 are horizontally disposed V stabilizer fins 18, which this have their leading edges tapering from the front of the easing to a pol t. adjacent the rear within the front bar of a wing. Depending downwardly frointhe topQsections of the casing is a center vert cal fin or stabilizer 19,-the leading edgeof which extends from the top section of-the casing at the front thereof to a point at the rear bottom section of the same, as best seen in Figure 5. The horizontal stabilizer fins 18en'gage the vertical stabiiz'erfin'j 19 adj acent'the rear and'when looking at thecasing in end elevation as seen in Fig-- ure2', the interior of the casing appears to be divided by'the coacting'fins 18 and 19 into four separate chambers or passages. V

Therear end of the fins18 and 19 are cut away as atQOtoacchmmodate for the move:

ment of a horizontally disposed elevator'rud- 1 seenin Figure 6.

der which maybe adjusted to convert the flowof the ainwithin the casing, the said rudder extends the span of the caslng as Risingfrom the top corner of the casing '15 is a top vertica lfin 22, the leading edge 1 ofthe fin being tapered forwardly from the rear-end to the top section of the casing.

v l-lingedto therear of the fin 22 is a vertical I aileron 23. Dependingfromjthe'lower sec tion or, edge of the casing 15 is a bottomiverp: tic'al' 2e, the'leading edge'of which is tapering from 7 the rear toward the front. By tapering the edges ofthefins 22-and 2a, the resistance is materlally' decreased and like the fin 2:2, .the fin 52% carries atits rear, a

- vertical aileron 25.

Extending outwardly from c the opposite side edges of the casing 15 are horizontal fins 26'26,- the leading edges of which are vtaperedsimilar to the fins 22 2%, while carriedby the rear end of the said fins .Zfi are horizontal ailerons 21 -27.- Although' noa'cperformance.

tuating means has beenshown connected to the elevator rudder 21, and various ailerons, it will be appreciated that such means may be provided if desired for the purpose of actuat- I ing the same to control the flow and downwash of the air. I r

Although the sectional views 5 and 6 illus-- tra te the parts somewhat diagrammatic, by reference to Figures 7 and 8 it will be noted that the casing and the fins may be constructed of light material and the parts becambered andIstream-lined to reduce resistance of a plane. 7

I In practice, I ment of an aircraft: either upon the ground or when in the air, will cause forces to be exerted to the various surfacesiof the casing '15 by reason'of the dynamic action of'the air, through whichit moves. theplane will with its forward motion incline and dive develop pressure within the casing 15 and exhaust a'certaln amount offlow through the rear, but aninternal pressure within the casing 15' is produced which" is caused by thevarious adjustments of the easing and the elevatorrudderv .21; It'will be appreciated that by graduallyincreasing the pressure, and the downwash, it will cause anincrease inthe forces of the plane. The outerv In Figure'9 a monoplane having the usual wings 31, while mounted upon the wings and disposed of the drawings, we have shown it will be seen'itha't, move- The speed of Y thereabove are 'a'pair of the safety devices 1O1O,' the adjacent horizontal fins '26,26

being connected as-at 32. The forces, balance and stability of a monoplaneequipped with 1 the devices'lO-10 as shown in this figure imparts better efficiency to the craft.

In Figure lO of the drawings, we have shown abiplane 83 having spaced wings 34 "between which the safety devices ,101O are mounted, the same being disposed on opposite sides ofthe fuselage ofthecraft. The function of the device 10 as hereinbefore men- 'tioned is the same in" all the uses herein shown and described.

V The obtained results through wind tunnel tests are identical to those above stated,but an actual reductionltopractice has been made to obtain the correct factors'for flat plates,

used conventionally in the development of airfoils. The attachment ofthe device has been considered for all types of aeroplanes,

, or extended, which is complexly required'for thegeneral use of theldevice, obeying the'law of aerodynamics, including the types of planes, as claimed inthe application and procure such effects in accordance of variations of airfoil dimensions.

The construction of the control-area has been reduced in reference of aerodynamic uni-ts, relative to data pertaining to a control-unit of a slow or fast, light or heavy plane, demonstrating a complex distribution of forces exerting toprocure the effectiveness of-a control system, being transacti ve and of momentary or prolonged force as circumstances would require, and controllability for movements of the device in flight in accordance with the characteristics of an airfoil. The stabilizers and fins, a main area, is of expansible complex in its aspect-ratio, toward f the leading edges ofthe casing, the dividing I center line of theehord being-the root sectionand'being tapered toward the fin-tips. All sectional area must be developed referable to cambered and streamlined airfoil sections. The casing has a positive'or negative stagger, equivalent'in the leading and trailing edge to maintain the c oefficiency of forces of the biplane. "One or more slots, dividing the casing into sections has been found to be of an advantage. However, the data of a closed casing is more or less relative to the slotted one, the slot. being the factor of'a reduction ofthe drag'eifecting a higher Curve. r p y W reas, the closed casing has a higher valueof 1Ky;.the relative aspect-ratio of'the horizontal area increases or'decreases the lift value, causing the complexity of forces in a relative way,.thus giving a considerable advantage,'practicallyto the extentof our theory' and the'specificationofthe device. The

. tips, of the fin-area employ a'posltive, negative, elliptical or square -shape,'depending on the lift and the load factor of the wing-tips as per calculation of the type and its forces, in

' the selection of 'airfoils which are to be considered to use this safetydevice in addition of amain airfoil. The leadingedge of the stabilizers and fins .on the main area must "be-within" the front spar of a wingjif an'at tachment'within the same is made, whereas the. device-placedabove, between or below the wings would perform with a 1imitedh0rizontal area, in this case indicating the speedplane. 'However', including practical limits for aspect ratio, gap/chord ratio and stagger of allparts of the device.

On the contrary, if placing the leading edge of main area of the device within the front spar of an airfoil, it would indicate a high lift-plane,thereby demonstrating the expansible complex of the aspect-ratio, the

gap/chord'ratioand stagger in this respect to exclude a structural interference with the front spar of w ng. The elevator-rudder results in a continuation of the wing-sections of camber coordinates x/C, a/C for the upper surface'and x/G, b/C for the lower surface, including the main area controlling and gendegree elevator rudder, the L/D maximum of the device with flat sections is that of zero angle of attack, L/D=5.5 in this position. The Ky is automatically' raised, due to coordinates of points on the upper and lower surfaces, pertaining to cambered airfoil sections. i

The elevator-rudder area, comprising a restorative activity in a union with the ailerons, the latter being used for a forcible drag only, should employ the area of the ailerons inclusive, for a control of the downwash, as the identicaldegree of both, causes same movements such as the increase or decrease of the forces to secure easier operating facilities and additional forces for a combined operation'of the horizontal ailerons and the elevator-rudder for the increase or decrease of the downwash, produoing effectual coefficiency of force, perpendicular to the directionof the wind andin directions opposite to that inwhich the movable parts are moved.

The exact limit of the aspect-ratio, including the casing, the fins, the stabilizer,

and the control area, and as indicated before,

tack, only, if the safety device is constructed within the units of aerodynamics as indicated by'a law of aerodynamics. All'parts of the device, including the control surfaces, are cambered and streamlined in order that they will offer as little resistance as possible to passage through the air.-

While we have shown and describedwhat we deem to be the most desirable embodiment of our invention, it will be understood that various changesimay be made in construcallel to and on opposite sides of the longitu vdina'l axis of said fuselage clear of the air stream of the prop'ellerof. the craft, eachc'o f 7 tion if desired, andwe do not limitlourselves to the exact-details :of construction herein set fortl1',*nor to anything less than thewhole of our invention, limited only: by" the' appended claims. 7'

.- Having thus described the invention, what Claim as new and desire to' secure by L t,v

ters Patent is a 1. Inzair crafthaving afuselage, a

safety appliances respectively disposed parsaid appliances including; casingaopen throughout its chord and span,radially disposedstabilizer areawithin said casing and extending approximatelythe length thereof,

' and means for producing a pressure and flow with said combination area. r 2. In air craft having a fuselage, a

tudinal axis of said fuselage clear of the air. stream of the 'propellerof the. craft, each of said appliances including a; casing open throughout its chord-[and span, radially dis-' posed stabilizer area within'said casing and 7 extending approximately the length-thereof,

means for producing a pressure and flow with sald caslng, and vertical and horlzontal fins extending outwardly from said combi nation area.

7 3. In an air craft having a fuselage,-a of safety appliances respectively disposed on opposite sides of thelongitudinal axis of said fuselage, each-of said appliances including 3 a casing open throughout its chord and span, radially disposed'stabilizer area withinsaid air tunnel and extending approximately the length thereof, means .for produclnga pressure and flow with said casing, 'verticaland horizontal fins extending outwardly from said casing, andailerons-atthe rear endsof said vertical and horizontal fins, fl.v In an air craft having stabilizer devices on opposite sides'iof the longitudinal axis thereof, each ofsaid devices-including a re;

strictedlcasing open throughout its chord and span stabilizing area within said casing and extending approximately the length thereof, the leading edges of said area taper.-

ing from front torear.

r 5. In an air craft a restricted casing open throughout its chord {and span stabilizing area within said casing i and extending approximatelythe length Said-casing"; r V 1 I V "6.I1'1 an. air craft having stabilizerlde thereof, the leading edges of said area -tapering fromfront to rear, andja horizontally disposed elevator rudder atthe rear endof I vices on opposite-sides of the longitudinal axisithereof, each of saiddevices including 1 of safety appliances respectively disposed parallel to an'olon opposite sides of the-long i-v I having llstabilizer side vices on opposite sides ='0f-the longitudinal 7 axis thereof, each of said devices including a restrictedcasing open throughout its chord and span stabilizing. area within saldcasing and-T. extending approximately the length thereof, theleading edges of said area tapering from front to rear,'a horizontally ldisposed elevator rudder at therear end o-f sa1' d casing, setsof opposed vertical and hOIlZOD-T italfinsextendingoutwardly from said casing, and ailerons at the rearends of said sets offins. j e y. 7 Assafety device forair crafts comprising arestricted casing-open throughout its chordand span having; arestricted, gap/chord ratio adjacent the front andrear end-thereof, a *vertical stabilizer areadepending fromthe top wallof said casing,'and horizontal stabilizer area. extending inwardly from opposite sideseof the same, all of the y stabilizer area. tapering from the rear end toward the front end-.; Z 1

8. A safety device for air crafts comprise ing'a: restricted casing open throughout itschord and span; having; a restricted gap/chordratio adj acentthe front end there.- of, a vertical stabilizer area depending from the top, wall of said casing, horizontal stabilizer area, extending inwardly I from opposite sides of the same, all of said stabilizer-area tapering from the rear end towardthe front end, the horizontal fins meeting the vertical fins at-itsrearend. J I r a V .9. A safety device; for airicraftscomprising a restricted casing open-throughout its chord and spanhaving a restricted vgap/chordiratioadjacent the front and rear ends thereof, av vertical stabilizer area depending; from the top sections of said casing, horizontalstabilizer area extending inwardly frornpppositesides of'the same, all of the stabilizer areatapering from the rear end toward the front end, the horizontal fins meeting the vertical area at its rear end, and an,

elevator rudder "mounted at the-rear of said casing centrally thereof. if a f 10. Alsafet device for air crafts and'ithe like-comprisinga body member, sets of ver- I 7 tical and horizontal finsextending outwardly and radially from said body n1ember,-the said fins tapering from'the rear endtoward the front endIf-i I f 11." A' safety device for. air crafts and vthe like comprising a body member, sets of vertical and'horizontal fins extendingoutwardly and radially'fromzsaid body member, the said fins tapering from the rear'end toward the frontend, and "ailerons mounted at the rear ends of said sets of fins.

:12. A safetyfdevice f the-class described comprising a restricted casing open throughout its chord" and span, a' vertical stabilizer depending from the top section of saidfcas- 5 ing,fanjdhorizontal area extending inwardly from-opposite sides 'of the same, all of: said stabilizer'fins tapering from the rear endtoi- 'wardlthe frontend; i or casing.

In testimony whereof We afix our signa- I tures.

PAUL SMITH. FRED H. MANN. 

